Method of manufacturing elevated rail segments and elevated rail system including those rail segments

ABSTRACT

The invention is a method of manufacturing elevated rail segments and an elevated rail system including those rail segments. Features of the elevated rail system include pivot points between the track and vertical supports elevating the rail system, eccentric bolt and washer assemblies that allow precise vertical and horizontal adjustment of the vertical supports and threaded bolts that allow precise micro-adjustment of height of the track above the concrete foundations.

CROSS-REFERENCE TO RELATED APPLICATIONS

This U.S. Divisional application claims benefit of the filing of U.S.Continuation application Ser. No. 13/373,709, filed Nov. 28, 2011,titled, “ELEVATED RAIL SYSTEM AND REACTION ASSEMBLY”, issued Aug. 20,2013, as U.S. Pat. No. 8,511,579, which in turn is a continuation of,and claims benefit and priority to, U.S. Utility patent application Ser.No. 12/075,619, filed Mar. 12, 2008, titled, “HOLLOW STRUCTURAL MEMBERS,A RAIL SYSTEM AND METHODS OF MANUFACTURING”, issued Nov. 29, 2011 asU.S. Pat. No. 8,066,200. The contents of all of the aforementionedpatents are expressly incorporated by reference for all purposes as iffully set forth herein.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates generally to structural members particularlyuseful for railed transportation systems and methods of manufacturingsame. More particularly, the invention relates to a method ofmanufacturing elevated rail segments and an elevated rail systemincluding those rail segments linked together to form a track.

2. Description of Related Art

Railed transportation systems are well known in the art. Mostconventional railways for transportation of people, goods and otherresources rely on friction between the drive wheels and rails. Suchconventional rail transportation systems may not be suitable for use onsteep grades where traction may become a problem. To compensate for thelack of necessary friction, various elaborate multiple-wheeled andspring-loaded friction-based rail transportation systems have beendevised, such as those described in U.S. Pat. No. 4,602,567 to Hedström,U.S. Pat. No. 5,069,141 to Ohara et al., U.S. Pat. No. 5,231,933 toDiRosa, U.S. Pat. No. 5,419,260 to Hamilton, U.S. Pat. No. 5,964,159 toHein, U.S. Pat. No. 6,053,286 to Balmer, U.S. Pat. No. 6,666,147 toMinges and U.S. Patent Application Publication No. 2004/0168605 toMinges. However, these systems are inherently complex mechanicalsystems.

For applications where steep grades are the norm, railed transportationsystems may rely on a toothed rack rail, usually between the runningrails in a system known variously as a “cog railway”, a “rack-and-pinionrailway” or simply, “rack railway”. Trains operated on a rack railwayare generally fitted with one or more cog wheels or pinions that meshwith the rack rail for driving the train along the track. However, suchrack railway systems suffered from derailments when the cog wheelslipped out of the teeth in the rail rack. Additionally, the rail rackitself was expensive to produce and maintain. Furthermore, switches forrack railways were more complex because of the rail rack.

In other approaches to driving over steep gradients, railedtransportation systems may rely on other drive mechanisms such as cablesand chain-driven systems to pull a car up a track, or to lower it down atrack on a steep incline. Examples of conventional cable-driven, railedtransportation systems include U.S. Pat. No. 3,891,062 to Geneste, U.S.Pat. No. 4,026,388 to Creissels, U.S. Pat. No. 4,534,451 to Peter, U.S.Pat. No. 4,821,845 to DeVaiaris and U.S. Pat. No. 6,739,430 to Hill. Avariation on the cable-driven systems are those which utilize achain-drive mechanism such as that disclosed in U.S. Pat. No. 1,838,204to Wood and U.S. Pat. No. 4,627,517 to Bor. While these cable andchain-driven systems tend to be simpler than the friction-based systemsfor inclined applications, they do not lend themselves well toapplications that include turns and changes in inclination because ofthe nature of cable and chain-driven drives. More specifically, it isdifficult to configure a chain or cable for driving a car over a trackhaving turns and changes in inclination because the force exerted by achain or cable is linear in nature.

Thermal expansion of steel and other track materials has been a limitingfactor for simple track design for many years. For example, in theintermountain west, a 120° F. temperature differential may result inapproximately one inch of track expansion per 100′ of track. If suchexpansion is not accounted for through stronger reinforcements andsupports, the result can be bowing or buckling of the track due tothermal expansion. For this reason, track lengths have been limited toshort lengths in most conventional elevator and funicular equipmentapplications.

One method of dealing with track expansion is to capture the expansionbetween structural members. This method requires the use of largerfoundations and structural members for the track supports to withstandthe stresses built up between captured points of the track. This thermalexpansion results in a deflection of the track between the capturedpoints. This deflection may cause the track to bend, twist, or at worstcase, buckle the track or supports, all of which are undesirable. Thedeflection also causes additional stresses to all connections includingfasteners and connection brackets and/or weldment points requiring thestrengthening of these connections. Over time with the increase inthermal cycles, the potential for premature failure of these connectionor weldment locations generally increases, resulting in an undesirablefailure. The design, manufacturing and installation costs for both laborand materials to compensate for this thermal expansion all increase as aresult. For these reasons, the reinforcement method is not preferred asit creates considerable design challenges and increases the economiccost to the system.

Another approach to solving the thermal expansion problem in tracksrelies on low-friction clamping systems. The low-friction clampingsystem allows the track to expand and contract while keeping the trackconstrained at the supports. For example, this method can utilizedissimilar materials in the clamp, or a roller and bearing assembly.This approach requires a low enough coefficient of friction to allowmovement of the track while remaining constrained. A low-frictionclamping system is susceptible to contamination and requires additionalmaintenance to ensure free movement in the track system. This method,while achieving a desired result for reducing the stresses in a longtrack system, is complicated and requires significant maintenance forlong-term operation. For these reasons, the low-friction clamping systemapproach is not preferred because of the additional maintenance andexpense to operate such an intricate system.

Thus, there is a need in the art for a modular track or rail system thatcan traverse an unlimited track length. It would be advantageous if thetrack were formed from a plurality of lightweight hollow structuralmembers. It would also be advantageous to have a rail system that is notlimited by inclination of the terrain over which it is constructed. Itwould also be advantageous to have a rail system that is virtuallyunlimited in curvature of the track. It would also be advantageous tohave a rail system that can compensate for thermal expansion withoutresorting to the additional expense and maintenance of the reinforcedsupport or low-friction clamping methods of the prior art.

SUMMARY OF THE INVENTION

An elevated rail system is disclosed. The system may include a trackformed of a plurality of elongated hollow structural members joinedend-to-end. The system may further include a plurality of verticalsupports for selectively elevating the track above ground. Each verticalsupport may further include a vertical beam secured at a first end to aconcrete foundation. Each vertical support may further include dualadjustment brackets slideably engaging a second end of the vertical beamto allow for precise elevation of the track. Each vertical support mayfurther include a pivot mechanism disposed between the track and thedual adjustment brackets configured to prevent buildup of stressescaused by thermal expansion or contraction of the track. The system mayfurther include a reaction assembly rotationally coupled to the pivotmechanism and anchored to a concrete foundation, the reaction assemblydisposed between adjacent vertical supports, ground and the track, thereaction assembly anchoring local stresses caused by the thermalexpansion or contraction of the track.

Another embodiment of an elevated rail system is disclosed. The systemmay include a plurality of hollow triangular prism-shaped rail segments,each rail segment forming a piecewise linear segment of a track. Thesystem may further include a plurality of vertical supports rotationallycoupled to the track for selectively elevating the track above ground.Each of the vertical supports may include a vertical beam with first endsecured to a concrete foundation. Each of the vertical supports mayfurther include a vertical support bracket coupled to the track havingtwo pivot points. Each of the vertical supports may further include apair of adjustment brackets disposed between the vertical beam and thevertical support bracket. The adjustment brackets may each have a lowerend slideably engaging a second end of the vertical beam to allow forprecise elevation of the track. The adjustment brackets may each have anupper end rotationally coupled to one of the pivot points, wherein therotational coupling of the pivot points allows the track to expand orcontract along its centroid due to thermal expansion.

Yet another elevated rail system is disclosed. The system may include aplurality of rail segments, each rail segment forming a piecewise linearsegment of a track. The system may further include a plurality ofvertical supports rotationally coupled to the track for selectivelyelevating the track above ground. Each of the vertical supports mayinclude a vertical beam with first end secured to a concrete foundation.Each of the vertical supports may further include a footing framemounted within each of the concrete foundations for receiving a firstend of the vertical beam. Each of the vertical supports may furtherinclude two eccentric bolt and washer assemblies adjustably connectingthe footing frame to the first end of the vertical beam, the eccentricbolt and washer assemblies allowing for precise adjustment of verticalinclination of the vertical support.

Still another elevated rail system is disclosed. The system may includea track having arbitrary length and configured for supporting a vehicle.The system may include a plurality of vertical supports configured forselectively elevating the track above concrete foundations formed inground. Each of the plurality of vertical supports may further include avertical support bracket attached to the track including two pivotpoints. Each of the plurality of vertical supports may further include avertical beam oriented vertically between the track and one of theconcrete foundations. Each of the plurality of vertical supports mayfurther include two adjustment brackets, each rotationally connected toone of the two pivot points and slidably attached to the vertical beam.Each of the two adjustment brackets may further include a threaded boltdisposed between the adjustment bracket and the vertical beam, thethreaded bolt providing micro-adjustment of height of the track abovethe one concrete foundation.

Additional features and advantages of the invention will be set forth inthe description which follows, and in part will be apparent from thedescription, or may be learned by the practice of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

To further clarify the advantages and features of the present invention,a more particular description of the invention will be rendered byreference to specific embodiments thereof that are illustrated in theappended drawings. It will be appreciated that these drawings depictonly typical embodiments of the invention and are therefore not to beconsidered limiting of the scope of the invention. The invention will bedescribed and explained with additional specificity and detail throughthe use of the accompanying drawings.

FIG. 1 is a flowchart of an embodiment of a method of forming a hollowtriangular prism-shaped structural member, according to the presentinvention.

FIG. 2A is a top view of an embodiment of a rectangular main panel usedto form a triangular cross-sectioned member according to the presentinvention.

FIG. 2B is a side view of a hollow triangular prism-shaped structuralmember formed from the rectangular main panel of FIG. 2A, according tothe present invention.

FIG. 2C is a top view of the hollow triangular prism-shaped structuralmember shown in FIG. 2B.

FIG. 2D is an end view of the hollow triangular prism-shaped structuralmember shown in FIG. 2B.

FIG. 2E is a detailed view of a portion of the rectangular main panel asindicated on FIG. 2A.

FIG. 2F is a detailed view of the centerline or first fold of the hollowtriangular prism-shaped structural member shown in FIG. 2B.

FIG. 2G is another detailed view of a portion of the rectangular mainpanel as indicated on FIG. 2A.

FIG. 2H is a perspective view of a hollow triangular prism-shapedstructural member formed from the rectangular main panel of FIG. 2A,according to the present invention.

FIGS. 3A-C illustrate top, detailed and perspective views of anembodiment of an elongated rectangular base panel according to thepresent invention.

FIGS. 4A-D illustrate perspective, side, bottom and end views of anembodiment of a track according to the present invention.

FIGS. 5A-D illustrate perspective, front, top and end views of anembodiment of a coupling bar according to the present invention.

FIG. 5E illustrates a top view of a coupling bar form from which thecoupling bar shown in FIGS. 5A-D may be formed, according to anembodiment of the present invention.

FIG. 6A illustrates a portion of a track elevated from the ground byvertical supports and a reaction assembly according to an embodiment ofthe present invention.

FIG. 6B illustrates an angled perspective view of the elevated railsystem shown in FIG. 6A.

FIG. 6C illustrates a detailed portion of the lateral support adjustmentassembly circled in FIG. 6B.

FIGS. 7A-D illustrate front, top, side and perspective views of anembodiment of a vertical support according to the present invention.

FIG. 7E illustrates a perspective transparent view of a vertical supportmounted in a concrete form.

FIGS. 8A-D illustrate front, side, top and perspective views of anembodiment of a vertical support bracket according to the presentinvention.

FIGS. 9A-C illustrate front, cross-section and perspective views of theattachment of a vertical support bracket to adjacent rail segments of atrack according to an embodiment of the present invention.

FIG. 10 is an embodiment of a curved rail segment according to thepresent invention.

FIGS. 11A-C illustrate side, end and detailed top views of a track witha rack according to embodiments of the present invention.

FIGS. 12A-D illustrate front, top, side and detailed views of anembodiment of a rack segment, according to the present invention.

FIGS. 13-15 illustrate various perspective views of an embodiment of arail system 1300, according to the present invention.

FIGS. 16A-C illustrate exemplary topologies of paths which may betraversed by a rail system, according to the present invention.

FIGS. 17A-C illustrate another embodiment of a triangular prism-shapedrail segment formed from a bottom plate and a top rib, according to thepresent invention.

FIGS. 18A-B illustrate yet another embodiment of a triangularprism-shaped rail segment formed of a single sheet of material,according to the present invention.

FIGS. 19A-F illustrate various alternative embodiments of structuralmember cross-sections which may be employed for rail systems, towers andthe like, consistent with the principles of the present invention.

FIGS. 20A-D are front, top, side and perspective drawings of aneccentric bolt and washer assembly, according to the present invention.

FIGS. 21A-E illustrate front, top, side and perspective views of rackbracket and a flat template from which a rack bracket may be patternedand formed according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

Reference will now be made to figures of embodiments of the presentinvention wherein like structures will be provided with like referencedesignations. It is understood that the drawings are diagrammatic andschematic representations of exemplary embodiments of the presentinvention and are neither limiting of the present invention nor are theynecessarily drawn or shown to scale.

Embodiments of the present invention are directed to a novel hollowtriangular prism-shaped structural member and methods of forming same.This triangular cross-sectioned member is particularly useful as anassembly that may form a track upon which a car may ride. However, itwill be evident that there are many other applications for such a lightweight structural member, for example a radio tower.

FIG. 1 is a flowchart of an embodiment of a method 100 of forming ahollow triangular prism-shaped structural member, according to thepresent invention. Method 100 may include forming 102 a rectangular mainpanel having two long edges and two short edges and a first fold linebisecting the main panel along a lengthwise centerline between andparallel to the two long edges, the main panel further including secondand third fold lines each disposed parallel to and a predetermineddistance from each of the two long edges. Method 100 may further includebending 104 the main panel generally along the first fold line to forman inside angle of approximately 60° to form a V-shaped cross-section.Method 100 may further include bending 106 the main panel generallyalong the second fold line to form a first lip having an inside angle ofapproximately 60°, the first lip extending toward the third fold lineand partially enclosing space inside the V-shaped cross-section. Method100 may further include bending 108 the main panel generally along thethird fold line to form a second lip having an inside angle ofapproximately 60°, the second lip extending from the third fold linetoward and generally parallel to the first lip and further partiallyenclosing the space inside the V-shaped cross-section. Method 100 mayfurther include forming 110 an elongated rectangular base panel. Method100 may further include connecting 112 the elongated rectangular basepanel to the first and second lips of the rectangular main panel to forma generally closed triangular cross-sectioned structural member orhollow triangular prism.

According to another embodiment of method 100, forming 102 therectangular main panel may further include forming cut-outs in therectangular main panel between the fold lines. The cut-outs reduce theweight of the hollow triangular prism-shaped structural member and alsothe cost associated with the material from which it is formed, generallysteel. Any suitable material may be used to form the hollow triangularprism-shaped structural member, for example and not by way oflimitation, galvanized steel, stainless steel, carbon steel, aluminum,fiberglass and composite structures. The bending procedures 104, 106,108 of method 100 may be performed on the metal materials described,either during forging or during cold stamping, bending and roll formingprocesses known to those of skill in the art. It will be understood thatthe bending procedures 104, 106, 108 of method 100 may also be performedin situ around a form during construction where composite materials suchas fiberglass and graphite are used.

According to another embodiment of method 100, forming 102 therectangular main panel may further include forming mounting holes in therectangular main panel. Mounting holes formed along the lips may be usedwith mating holes formed on the elongated rectangular base panel forsecuring the two panels together using nuts and bolts. Mounting holesformed closer to the centerline of the rectangular main panel may beused for mounting a rack used to propel a vehicle along a track formedof the hollow triangular prism-shaped structural member. Mounting holesmay be used to attach radio antennas in a radio tower application for aparticular assembly of the hollow triangular prism-shaped structuralmembers. According to various embodiments, the mounting holes may beformed in rows parallel to the fold lines. For example, a row ofmounting holes may be placed on each of the lips of the rectangular mainpanel for use in attaching the elongated rectangular base panel.According to another exemplary embodiment, rows of mounting holes may beplaced a specified distance from the center line of the rectangular mainpanel for mounting a rack for use in a track application.

According to another embodiment of method 100, forming 110 the elongatedrectangular base panel may further include forming cut-outs in theelongated rectangular base panel. This cut-out feature may be used toreduce weight and allow wind and water to pass through the hollowtriangular prism-shaped structural members and yet retain necessaryrigidity. The cut-outs may take any suitable shape or pattern.Furthermore, the cut-outs may be drilled, laser cut, stamped, or formedusing any other suitable method of forming such cut-outs known to thoseskilled in the art.

According to another embodiment of method 100, connecting 112 theelongated rectangular base panel to the first and second lips of therectangular main panel may be accomplished by bolting the panelstogether using mounting holes formed in each panel. According to analternative embodiment of method 100, connecting 112 the elongatedrectangular base panel to the first and second lips of the rectangularmain panel may be achieved by welding the panels together. It will beunderstood that other methods of attaching the lips of the rectangularmain panel to the elongated base panel will be readily apparent to oneof ordinary skill in the art and are considered to be within the scopeof the present invention.

Method 100 may be used to form a rail system by further joiningend-to-end a plurality of the hollow triangular prism-shaped structuralmembers formed according to method 100 described above. The rail systemapplication is not the only presently perceived application for thehollow triangular prism-shaped structural members formed by method 100.Method 100 may be used to form a radio tower by joining end-to-end aplurality of the hollow triangular prism-shaped structural membersformed according to method 100.

FIG. 2A illustrates a top view of an embodiment of a rectangular mainpanel 200 used to form a hollow triangular prism-shaped structuralmember (see 250 in FIGS. 2B, 2C, 2D and 2H) according to the presentinvention. Rectangular main panel 200 includes two long edges 202 andtwo short edges 204. Rectangular main panel 200 may be formed to anysuitable length, l. In presently preferred embodiments, rectangular mainpanel 200 may be formed to predefined lengths, l, of approximately 5′and approximately 10′ lengths as measured along long edges 202.Rectangular main panel 200 includes a first fold line 206 coincidingwith a centerline that bisects the main panel 200 lengthwise.Rectangular main panel 200 further includes second 208 and third foldlines 210. As shown in FIG. 2A, all of the fold lines 206, 208, 210 areparallel to the long edges 202. Once folded, the fold lines 206, 208,210 form the vertices (212 as shown in FIGS. 2D and 2H) of thetriangular prism-shaped structural member (not shown in FIG. 2A, but see250 in FIGS. 2B, 2C, 2D and 2H).

Once folded, rectangular main panel 200 forms two sides 216, two lips218 along a third side and two open ends 222 of a hollow triangularprism-shaped structural member (250 as shown in FIG. 2H) with a gap 226along the third side. Rectangular main panel 200 may optionally includea plurality of cut-outs 214 generally formed in the two sides 216.Cut-outs 214 may be of any suitable shape including the generallyrounded alternating triangular shape illustrated in FIGS. 2A-C, 2E and2H. FIG. 2E illustrates a portion of FIG. 2A in detail. FIG. 2E showscut-outs 214 and rows of mounting holes 220. The dimensions shown inFIG. 2E are exemplary of a particular embodiment and are not meant to belimiting. FIG. 2G is another detailed view of a portion of therectangular main panel 200 as indicated on FIG. 2A. As shown in FIG. 2G,rectangular main panel 200 may include an orientation notch 224 usedduring assembly of a plurality of hollow triangular prism-shapedstructural members 250.

FIG. 2B is a side view of a hollow triangular prism-shaped structuralmember 250 formed from the rectangular main panel of FIG. 2A. FIG. 2Billustrates cut-outs 214 along one side 216. FIG. 2B also illustratesrows (two rows shown in FIG. 2B and six rows shown in FIG. 2A) ofmounting holes 220 along one side 216 that may be used for mountingracks (not shown in FIGS. 2A-H) or for other equipment (also not shownfor clarity). Structural member 250 may have any suitable height, h.According to a particular embodiment, height, h, may be approximately17.6″.

FIG. 2C is a top view of the hollow triangular prism-shaped structuralmember 250 shown in FIG. 2B. FIG. 2C illustrates the rows of mountingholes 220, fold lines 206, 208 and 210, short edges 204 and cut-outs214. In a rail system application (explained in greater detail below)for the hollow triangular prism-shaped structural member 250, a wheel ofa car (not shown) may rest on the crown (or vertex 212) formed by foldline 206.

FIG. 2D is an end view of the hollow triangular prism-shaped structuralmember 250 shown in FIG. 2B. FIG. 2D illustrates vertices 212 of anequilateral triangle cross-section of the hollow triangular prism-shapedstructural member 250 having three sides 216. FIG. 2D also illustratesgap 226 between lips 218. Sides 216 may be of any suitable width.According to the illustrated embodiment, sides 216 have widths ofapproximately 20″. It will be understood that the widths of sides 216may be of any suitable dimension depending on the application. Thecircled detail of FIG. 2D is shown in FIG. 2F. More particularly, FIG.2F is a detailed view of the centerline or first fold 206 of the hollowtriangular prism-shaped structural member 250 shown in FIG. 2B. A vertex212 is shown at centerline of first fold 206 between sides 216.

FIG. 2H is a perspective view of a hollow triangular prism-shapedstructural member 250 formed from the rectangular main panel 200 shownin FIG. 2A, according to the present invention. FIG. 2H illustrates rowsof mounting holes 220, cut-outs 214, open ends 222 and gap 226 betweenlips 218. As noted above, the cut-outs 214 are optional. The particulardimensions of features of main panel 200 shown in FIGS. 2A-B and 2D-Gare merely exemplary of a presently preferred embodiment, i.e., a railsystem as further explained below. It will be understood that thedimensions of main panel 200 may be suitably scaled up or down orchanged depending on the particular application.

Referring now to FIGS. 3A-C, an embodiment of an elongated rectangularbase panel 300 is shown according to the present invention. The basepanel 300 is configured to mate with structural member 250 to enclosegap 226. More specifically, FIG. 3A illustrates a top view of the basepanel 300, with length, l, a plurality of cut-outs 314, and two rows ofmounting holes 320. FIG. 3B is a detailed view of the circled portion ofthe base panel 300 shown in FIG. 3A. The optional cut-outs 314, likecut-outs 214 (FIGS. 2A-C) reduce the weight (and cost) of an assembly(not shown) made with a plurality of structural members 250 and basepanels 300. Cut-outs 314 also allow wind to pass through and water toescape from such assemblies, as may be desirable depending on theapplication. While the cut-outs 314 are shown as generally roundedrectangular openings, they may take any suitable shape or pattern aslong as the strength of the base panel 300 is maintained. The width, m,of base panel 300 and the placement of mounting holes 320 may be anysuitable dimension and location, respectively, in order to be mated withstructural member 250 at mounting holes 220 along the lips 218. It willbe understood that the dimensions of various features of base panel 300shown in FIG. 3B are merely exemplary and may be scaled up or down orchanged depending on the desired size of the end application. FIG. 3C isa perspective view of base panel 300 showing mounting holes 320 andoptional cut-outs 314.

Referring now to FIGS. 4A-D, an embodiment of a track 400 is shownaccording to the present invention. More particularly, FIGS. 4A-Dillustrate perspective, side, bottom and end views, respectively, oftrack 400. As shown in FIG. 4A, track 400 may include a plurality ofrail segments 402 (two shown) assembled end-to-end using coupling bars500 attached within respective mating vertices 412 of the triangularprism-shaped rail segments 402. Each rail segment 402 is comprised of astructural member 250 attached to a base panel 300. FIG. 4B illustratesa side view of track 400 comprised of two adjacent hollow triangularprism-shaped structural members 250 assembled at joint 404, and shownwith optional cut-outs 214. FIG. 4C illustrates elongated rectangularbase panel 300 having optional cut-outs 314 as assembled to structuralmember 250. FIGS. 4A-B and D also illustrate a centroid 440 of the track400 as assembled. Centroid 440 is shown as a dotted line in FIGS. 4A-Band as a point in the end view of FIG. 4D. FIG. 4D further illustratesthe attachment of structural member 250 to base panel 300 using nuts andbolts 428 through respective mounting holes 220 in lips 218 and mountingholes 320 in base panel 300. It will be understood that alternativemeans for attaching structural member 250 to base panel 300 will bereadily known to those skilled in the art, for example and not by way oflimitation, welding, adhesives, rivets and the like. Such alternativemeans are considered to be within the scope of the present invention.

It will be readily apparent from FIG. 4D that the cross-section of track400 formed of a plurality of individual rail segments 402 is generallyof the shape of an equilateral triangle. This triangular cross-sectionprovides significant structural advantages (e.g., strength to weightratio, torsional rigidity, etc.) over other conventional structures,especially in the application of a track for a rail system. Theequilateral triangle formed by the cross-section of structural member250 includes a gap 226 (FIG. 2D) between lips 218 that is effectivelyclosed by the attachment of base panel 300.

Referring now to FIGS. 5A-E, an embodiment of a coupling bar 500 and anembodiment of a coupling bar form 560 are shown according to the presentinvention. More specifically, FIGS. 5A-D are perspective, front, top andend views of an embodiment of a coupling bar 500. FIG. 5E is a top viewof a coupling bar form 560 from which a coupling bar 500 may be formedby bending at the center line 530 to fold wings 532 to an angle of about60° as shown in FIG. 5D. Each wing 532 may be configured with aplurality (six shown) of optional mounting holes 520. The mounting holes520 are used to bolt the coupling bar to adjacent vertices 412 (FIG. 4A)of adjacent rail segments 402 (FIG. 4A). As best seen in FIGS. 4A-C,each end of the coupling bar 500 is effectively tapered by theintroduction of cut-outs 514 (FIGS. 5A-B and E) between wings 532. Thetapers in the ends of each coupling bar 500 simplify the assembly ofadjacent rail segments 402 (FIG. 4A) by making it easier to insertpre-assembled coupling bars 500 in one rail segment 402 into theadjacent rail segment 402. Another feature that may be incorporated intoa coupling bar 500 is a second bend line (not shown) at a midsection ofthe coupling bar 500 to facilitate the angle of bend or direction changeat a particular junction or joint 404 in the track 400. The second bendline facilitates a better fit and quicker construction of a track 400.

While the attachment of adjacent rail segments 402 is shown withcoupling bars 500 and nuts and bolts 428, it will be understood thatother means of attachment and configurations of coupling bars 500 arecontemplated to be within the scope of the present invention. Forexample and not by way of limitation, rather than using the couplingbars 500 described, six rectangular bars (not shown) with mounting holesplaced two to a vertex 412 may be used instead. However, the couplingbars 500 are presently preferred over such rectangular bars because theyprovide a stronger joint between adjacent rail segments 402.

An especially useful feature of the rail system disclosed herein is itscapacity for dealing with the complications of material thermalexpansion over a long length of track. The term “thermal expansion” asused herein contemplates both expansion and contraction of a particularmaterial due to temperature fluctuations. Embodiments of the inventivesystem of the present invention employ a simple pivot mechanismincorporated within a reaction assembly 690 (FIG. 6A) used to supportthe track 400. Each reaction frame 660 includes mounting points 606(FIGS. 6A and 6C in detail) at both ends of the reaction frame 660. Morespecifically, there are mounting points 606 located in the lateralsupport brackets 650 that connect the reaction frames 660 to concretefoundations 604. There are also pivot points 806 in the vertical supportbrackets 800 that connect the reaction frames 660 to the track 400. Thisallows the thermal expansion of the track 400 to go out one or bothdirections (dependant on the location of reaction assembly 690) alongthe track 400. This feature of the inventive rail system eliminatesstresses from being built up in the system due to the effects of thermalexpansion. Using the novel reaction assemblies 690 and pivot points 806results in only a slight difference in the height and length of thetrack 400 along its length, which may easily be compensated for duringthe system design.

This feature also frees the designer to concentrate on compensating forthe forces applied to the reaction assembly 690 resulting from thesteepness (inclination) of the track 400 and the loads applied (car orvehicle on the track) from driving or braking forces. The weight of thevehicle (not shown) and track 400 are generally supported in thevertical supports 700. The forces from the overturning loads from thevehicle, passenger weight and wind are also simply applied to thevertical supports 700 in conjunction with the reaction assemblies 690.Additionally, the novel rail system with its ability to perform curvesallows for additional reaction assemblies 690 to be placed in a longtrack alignment, thereby trapping the thermal expansion in a curve andallowing the stresses to neutralize into the curve utilizing the pivotpoints 806 with little impact on the design of the concrete foundations604 or structural support members such as the vertical support 700 andreaction assembly 690.

While the reaction assembly 690 illustrated in FIG. 6A is a presentlypreferred means for compensating for thermal expansion, other suitableapproaches may also be employed consistent with the teachings of thepresent invention. For example, thermal expansion may be capturedbetween vertical supports according to one embodiment of the presentinvention. According to another embodiment of the present invention,thermal expansion may be controlled by selective use of slip connectionsthat allow the track to expand and contract with temperaturefluctuations.

Referring now to FIGS. 6A-C, various views of an elevated rail system600 are shown, according to embodiments of the present invention. Moreparticularly, FIG. 6A illustrates a portion of a track 400 elevated fromthe ground 602 by vertical supports 700 and a reaction assembly showngenerally at arrows 690. The reaction assembly 690 may include fourreaction frames 660 (see, FIG. 6B). As shown particularly in FIGS. 6A-B,the vertical supports 700 and reaction assembly 690 may be supported inthe ground 602 by concrete foundations 604. As best shown in FIG. 6A,each vertical support 700 may be attached to the track 400 with avertical support bracket 800. Each reaction frame 660 (there are fourshown in FIG. 6B) may also be attached to the track 400 at verticalsupport brackets 800. Each reaction frame 660 may also be attached to aconcrete foundation 604 through a lateral support bracket 650. Asfurther shown in FIG. 6A, each vertical support 700 may be attached to aconcrete foundation 604 by a footing frame 738 embedded (not shown, butsee FIG. 7E) in the foundation 604.

FIG. 6B illustrates an angled perspective view of the elevated railsystem 600 shown in FIG. 6A. FIG. 6B illustrates the four reactionframes 660 used to react to lateral forces applied to the track 400.FIG. 6C illustrates a detailed portion of the lateral support adjustmentassembly 680 circled in FIG. 6B. Various nuts, bolts, washers andbrackets shown generally at 680 may be used to secure reaction frame 660to vertical support bracket 800 and allow for adjustment in length ofthe reaction frame 660. Such arrangements of nuts, bolts, washers andbrackets are well known to those of skill in the art and are furtherexplained in greater detail with regard to FIG. 7D below, where asimilar adjustment assembly 780 is shown.

It will be appreciated that selected use of vertical supports 700 andreaction frames 660 allows a track 400 to be suspended above ground 602in virtually any configuration over any ground surface with any inclineto form arbitrary lengths of an elevated rail system 600 according tothe present invention.

Referring now to FIGS. 7A-E, aspects and features of vertical supports700 are shown in greater detail according to the present invention. Moreparticularly, FIGS. 7A-D illustrate front, top, side and perspectiveviews of an embodiment of a vertical support 700 according to thepresent invention. FIG. 7E illustrates a perspective transparent view ofa vertical support 700 mounted in a concrete form 604 underneath aground 602 surface. As shown in FIG. 7A, vertical beam 702 may beconfigured with any suitable length. Vertical beam 702 may optionallyinclude cut-outs 714 to reduce weight and wind resistance. Vertical beam702 may be configured to accept adjustment brackets 704 (two shown inFIG. 7A). Vertical beam 702 may also be configured with nuts, bolts andwashers 740 for slidably securing adjustment brackets 704 to verticalbeam 702. Vertical beam 702 may also be configured with nuts, bolts andwashers 728 for mounting to a footing frame 738 (FIG. 7E). As shown inFIG. 7E, footing frame 738 may be a reinforced steel framework forembedding in a concrete form 604 placed underneath or at ground 602level.

FIGS. 20A-D are front, top, side and perspective drawings of aneccentric bolt and washer assembly 728A shown generally at 728 in FIG.7C. As shown in FIGS. 20A-D, the eccentric bolt and washer assembly 728Amay be formed by welding a hollow hex nut 728B to a bushing 728C. Thebushing 728C is configured to fit within large mounting hole 744 (FIG.7B) and to be held in place with a bolt shown generally at 728 in FIG.7C. The eccentric bolt and washer assembly 728A is used to adjust thevertical support 700 to plumb or align the vertical support 700 to thecorrect position under the track 400. This adjustment compensates forany misalignment in the footing frame 738 embedded in a concretefoundation 604 that may not have been plumb or precisely aligned afterpouring of the concrete. Alternatively, the eccentric bolt and washerassembly 728A can be used to adjust the vertical support 700 in a secondaxis (not shown) perpendicular to centroid 440. The adjustment in thissecond axis is for correcting alignment to track connections at joints404, more specifically to compensate for any misalignment in theconcrete foundation 604 not being perpendicular to the centroid 440 orpoint of tangency at a curve. Both of these adjustments allow theinstaller of such an elevated rail system 600 to compensate for flaws inthe alignment of concrete foundations 604 after curing or to performfinal alignment of the track 400 having any flaws (unintended deviationsfrom designed centroid 440) along the length of the track. Both of theseadjustments may be used independently or concurrently according toembodiments of the present invention.

As shown in FIG. 7B, adjustment brackets 704 may be configured with aslot 742 for accepting one or more bolts 740 therethrough. The slot 742allows lengthwise adjustment of the adjustment bracket 704 relative tothe vertical beam 702 for the desired height above ground 602 (FIG. 6A).Adjustment brackets 704 may also include a large mounting hole 744 forattachment to a vertical support bracket 800 (FIG. 6A). Vertical beam702 may include any number of small mounting holes 746 used to securethe adjustment brackets 704 to the vertical beam 702 using nuts, boltsand washers 740. FIG. 7C illustrates the “C” shaped cross-section ofvertical beam 702 with the adjustment brackets 704 secured in opposingchannels shown generally at 748.

FIG. 7D is a perspective view of a vertical support 700 illustrating avertical adjustment assembly 780 used for precisely positioning theadjustment bracket 704 relative to vertical beam 702. More particularly,FIG. 7D shows adjustment bracket 704 to have a “C” shaped cross-sectionwith a flange 752 disposed from a bottom end 754. A long threaded bolt756 is secured to flange 752 and a separate flange 758 mounted tovertical beam 702 in channel 748 with additional nuts 760 and optionalwashers (not shown for clarity). Vertical adjustment of the adjustmentbracket 704 relative to the vertical beam 702 may be achieved byrotating a nut along threaded bolt 756 thereby acting upon flanges 752and 758. Once a desired position has been achieved, the nuts, bolts andwashers 740 in slots 742 may be used to secure the position of theadjustment bracket 704 in the channel 748 of the vertical beam 702. Itwill be understood that other means for vertically adjusting the preciseheight of the vertical supports 700 will be known to those skilled inthe art. Such other means for making vertical adjustments are consideredto be within the scope of the present invention.

Referring now to FIGS. 8A-D, front, side, top and perspective views ofan embodiment of a vertical support bracket 800 are shown according tothe present invention. As shown in FIG. 8A, vertical support bracket 800may include a frame 802 supporting a plurality of struts 804. Frame 802supports a pivoting mount 806 configured to mate with large mountingholes 744 (FIG. 7B) of the adjustment brackets 704 (FIG. 7B).

As shown in FIG. 8B, each of the struts 804 (two shown) may beconfigured for attachment to frame 802 at one end shown generally at 810(FIGS. 8A-B) and to the inside of structural member 250 (FIG. 2B) at theother end shown generally at 812 (FIGS. 8A-B) using nuts, bolts andwashers 828 as necessary. Frame 802 may further include webbing 808 foradditional structural rigidity and strength. FIG. 8C illustrates a topview of an embodiment of a vertical support bracket 800. Lateraladjustability of the struts 804 may be facilitated by slots 814 in theframe 802 for receiving the nuts, bolts and washers 828.

FIGS. 9A-C illustrate front, cross-section and perspective views of theattachment of vertical support bracket 800 to adjacent rail segments 402(see also FIG. 4A) of track 400 (see also FIGS. 4A-D). As shown in FIG.9A, struts 804 may be bolted 828 to mounting holes 220 from withinstructural member 250. The cross-section view of FIG. 9B illustrates theinternal placement of the struts 804 (two shown) within structuralmember 250. As shown in FIGS. 9A-B, nuts, bolts and washers 928 may beused to secure the frame 802 to the base panel 300 (FIG. 9B). FIG. 9Cillustrates a perspective view of the attachment of vertical supportbracket 800 to adjacent rail segments 402 of track 400.

Referring again to FIG. 5E, each wing 532 of coupling bar 500 may have aplurality of notches 534 formed along opposing edges 536 used foridentification purposes. The notches 534 may correspond to variousconfigurations of the coupling bars 500 used to introduce curves in atrack 400. The various configurations of the coupling bars 500 relate toa specified center spacing, s, as shown in FIG. 5E, namely the spacingbetween the adjacent rows of mounting holes 520. By having a selectivelyvariable distance, a, selective amounts of bend may be placed at thevertices 212 between adjacent rail segments 402, thereby facilitatingcurves in track 400. Generally, the greater the center spacing, s, themore bend may be introduced at the junction of two rail segments 402.Table 1 below shows exemplary coupling bar 500 configurations based onthe selectively variable center spacing, s, as that distance correspondsto notches 534 along an edge 536 of wing 532.

TABLE 1 # of notches formed in s (inches) edge along wing 3.000 0 3.0631 3.125 2 3.188 3 3.250 4 3.313 5

In this way, track curvature may be varied significantly. FIGS. 5A-E,for example, illustrate s=3.313 inches.

The introduction of curves in a track 400 of a rail system 600 accordingto the present invention may be facilitated by using shorter straightrail segments 402. For example a particular curvature may be achieved byusing 10′ rail segments 402. Tighter curves in a track 400 may beachieved by using 5′ lengths of rail segments 402. Still tighter curvesmay be achieved by using 2.5° lengths of rail segments 402 and so on,until custom curved rail segments may be necessary.

Where greater track curvature is needed than can be accommodated usingvarious lengths of straight rail segments 402 with curves introduced asbends at junctions with the various coupling bars 500 configurations,special preformed curved track sections may be introduced. For example,FIG. 10 is a drawing of an embodiment of a curved rail segment 1000.Curved rail segment 1000 may be formed from inside 1002, outside 1004and bottom 1006 panels joined at three vertices 1012. The vertices 1012may be reinforced with piping 1014, welded, or otherwise attached to theadjacent panels 1002, 1004 and 1006 at the vertices 1012. By selectivelyusing curved rail segments 1000 at selected junctions between straightrail segments 402, greater curvature may be achieved at various pointsalong a given track 400.

In order to use an autonomous car (not shown) with the novel tracks 400describe herein, some form of drive mechanism (not shown) is needed topropel the car along the track 400. One such drive mechanism is anelectric motor (not shown) with pinion gear (not shown) configured tomate with a rack 1150. FIGS. 11A-C illustrate side, end and detailed topviews of a track 1100 with a rack 1150 according to embodiments of thepresent invention.

More particularly, FIG. 11A illustrates an end view of a rail segment402 comprising a structural member 250 with base panel 300 forming agenerally triangular cross-section. FIG. 11A further shows a rack 1150mounted to structural member 250 with a rack bracket 1120. FIGS. 21A-Eillustrate front, top, side and perspective views of rack bracket 1120and a flat template 1120A from which a rack bracket 1120 may bepatterned and formed according to an embodiment of the presentinvention. Rack bracket 1120 may have a generally “C” shapedcross-section with a first flange 1122 and slotted holes 1130 configuredto mate with mounting holes 320 (FIG. 3A) of structural member 250. Rackbracket 1120 further includes a second flange 1126 separated from, andgenerally parallel to, the first flange 1122 by intermediate section1124 which is disposed perpendicular to flanges 1122 and 1126. Secondflange 1126 is configured with a slotted hole 1130 to mount to rackmounting holes 1220 of rack 1150.

Returning to FIG. 11A, the rack 1150 may be mounted to rack bracket 1120with nuts, bolts and washers 1128 as shown in FIG. 11A. Similarly, therack bracket 1120 may be mounted to structural member 250 with nuts,bolts and washers 1128 as shown in FIG. 11A. Placement and spacing ofthe rack brackets 1120 may be selected to assure the strength andrigidity of the rack 1150 for a particular transportation application.

Racks 1150 may be formed of a plurality of rack segments 1152 (FIG. 11B)each of any suitable length sufficient for attachment in serial fashionto form a rack 1150 that may be placed adjacent to a surface of thestructural member 250 of track 1100 for any distance along track 1100 asmay be needed. For example, and not by way of limitation, rack segments1152 may come in lengths of 30″, 45″, 60″, 75″ and 120″ to allow formodular assembly of a rack 1150. Furthermore, though not illustrated,dual parallel racks mounted along the same face (one rack 1150 mountedabove the other), or different faces (one rack 1150 on each of opposingsides), of track 1100 are also contemplated to be within the scope ofthe present invention. Such dual rack embodiments of the presentinvention may be used depending on the driving forces and the dispersalof loads required for a given track application.

FIG. 11B shows a side view of track 1100 with rack 1150. The left sideof FIG. 11B is indicated as “TOP STATION” and the right side of FIG. 11Bis indicated as “BASE STATION” in accordance with a point-to-point track1100 embodiment that may traverse a hill, for example. FIG. 11B furtherillustrates rack segments 1152 joined end-to-end or serially at joints1104 as an assembly to form the rack 1150. It will be understood thatthe dimensions shown in FIG. 11B are exemplary only and may be scaled orchanged for particular applications of the inventive rail system of thepresent invention. The dimensions illustrated in FIGS. 11A-B are merelyexemplary of particular embodiments of the present invention. Othersuitable dimensions, for example scaling or otherwise, are considered tobe within the scope of the present invention.

FIG. 11C is a detailed portion of a top view of track 1100 with rack1150 as indicated by the arrows in FIG. 11B. As shown in FIG. 11C, theupper pair of nuts, bolts and washers 1128 may be staggered (lateralshifting) relative to the lower pair of nuts, bolts and washers 1128 forease of installation. It will be understood that this staggering neednot occur in other embodiments consistent with the present invention. Itshould be noted that because of the individual shape of each joint 1104alignment that each of the vertices of the track 1100 may have differentlengths of spacing relative to each other and to the track centroid. Forthis reason the mounting holes for the rack brackets 1120 and rack 1150are deliberately selected such that the rack 1150 can be strung as anindependent member relative to the track 1100 for any difference inlength between the rack 1150 and track 1100 as may be required. As shownin FIGS. 21A-E, the slotted holes 1130 in the rack brackets 1120 aredeliberately elongated (slotted) on first 1122 and second flanges 1126,i.e., where the rack bracket 1120 attaches to the rack 1150 and where itattaches to the track 1100. The slotted holes are configured to roughlycorrespond with the spacing of the mounting holes 220 in the track 1100and mounting holes 1220 of the rack 1150. The slotted holes 1130 allowfor a “shift” in the mounting points between the rack 1150 and the track1100. It should also be noted that the rack 1150 can be made fromvarious materials including but not limited to nylon and other plasticsas well as other metal types depending on the requirements of the railsystem 600.

FIGS. 12A-D illustrate front, top, side and detailed views of anembodiment of a rack segment 1152, according to the present invention.As shown in FIG. 12A, the rack segment 1152 is comprised of a pluralityof regularly spaced teeth 1202 and a plurality of mounting holes 1220.The teeth 1202 of rack segment 1152 are configured to cooperate with apinion gear (not shown) attached to a motor (not shown) of a car (notshown), thus enabling the car to traverse the track 1100 (FIG. 11B).Mounting holes 1220 are used to attach the rack segment 1152 to a rackbracket 1120 (FIG. 11A). FIGS. 12B-C illustrate top and side views ofthe rack segment 1152, respectively. The dimensions shown in FIGS. 12B-Care exemplary and not intended to be limiting of the invention. Forexample, the nominal length of approximately 30″ shown for rack segment1152 is for one particular embodiment. Other embodiments of rack segment1152 may include lengths of approximately 45″, 60″, 75″ and 120″. Theserack segment 1152 lengths may or may not coincide with lengths of railsegments 402 (FIG. 4A). It will be understood that any length of rack1150 (or rack segments 1152) for use with track 1100 (FIG. 11B) isconsistent with the principles of the present invention. Similarly, inFIG. 12C, the presently preferred thickness of rack segment 1152 (andrack 1150) is shown to be ¼″. However, it will be understood that otherthicknesses (thicker or thinner) sufficient for the applicationdescribed herein are contemplated to be within the scope of the presentinvention and may be preferred for other applications or loadingconstraints.

FIG. 12D is a detailed view of a portion of the rack segment 1152 asindicated by the circular arrows in FIG. 12A. It will be understood thatthe particular dimensions illustrated in FIGS. 12A-D are merelyexemplary of particular embodiments of the present invention. Othersuitable dimensions, for example scaling or otherwise, are considered tobe within the scope of the present invention.

Referring now to FIGS. 13-15, various views of an embodiment of a railsystem 1300 are shown according to the present invention. FIG. 13illustrates a perspective view looking down from the top station 1302 orend point of the rail system 1300 in an actual installation on amountain. As shown in FIG. 13, rail system 1300 may include a track 1100supported above ground 602 by vertical supports 700. FIG. 13 alsoillustrates rack 1150 installed on track 1100. FIG. 14 is another viewof rail system 1300 looking up from an intermediate location between abase station (not shown) and top station 1302 (FIG. 13). FIG. 15illustrates another view of rail system 1300 looking up from anotherintermediate location between a base station (not shown) and top station1302 (FIG. 13). FIGS. 14 and 15 both illustrate the track 1100 with rack1150 supported by vertical supports 700 above ground 602.

A particular embodiment of a rail system 1300 may include a plurality ofrail segments 402. The quantity of rail segments 402 may be determinedby the particular application for rail system 1300, e.g., the distancefrom a base station to a top station. Each rail segment 402 may includea triangular prism-shaped structural member 250 having an equilateraltriangle cross-section, wherein one side of the equilateral triangleincludes a gap between two opposed co-planar lips 218 extending fromadjacent vertices 412. Each rail segment 402 may further include anelongated rectangular base panel 300 connected to the lips 218 of thestructural member 250, thereby closing the gap 226.

The embodiment of a rail system 1300 may further include a plurality ofcoupling bars 500 configured for attaching the plurality of railsegments 402 end-to-end from inside adjacent vertices 412 of adjacentend-to-end rail segments 402 to form a track 400. According to anotherembodiment, rail system 1300 may further include a rack 1150 configuredto be attached to a surface of the track 1100. The rack 1150 may beconfigured with teeth 1202 for receiving and engaging a pinion gear (notshown). According to yet another embodiment, rail system 1300 mayfurther include a plurality of rack brackets 1120 each configured formounting the rack 1150 to the track 1100. According to yet anotherembodiment of rail system 1300, each of the rack brackets 1120 isconfigured to hold the rack 1150 at a fixed distance parallel to thetrack 1100. According to another embodiment of rail system 1300, therack 1150 may further include a plurality of rack segments 1152configured to be placed together serially to form a rack 1150 ofarbitrary length.

Another embodiment of rail system 1300 may further include a pluralityof vertical supports 700 for supporting the track 400, 1100 above ground602. According to another embodiment of rail system 1300, each verticalsupport 700 may include a vertical beam 702. According to thisembodiment, vertical support 700 may further include a vertical supportbracket 800 configured to attach the vertical beam 702 to the track 400,1100. According to this embodiment, vertical support 700 may furtherinclude a footing frame 738 configured for placement into a concretefooting or foundation 604 and configured for attachment to the verticalbeam 702. According to this embodiment, the length of the vertical beam702 may be adjustable for precise placement of the track 400, 1100 aboveground 602.

Another embodiment of rail system 1300 may further include at least onereaction assembly 690 for providing lateral support to a track 400,1100. According to this embodiment, the reaction assembly 690 mayinclude four reaction frames 660 each adjustable in length andconfigured with a first end attachable to vertical support brackets 800attached to the track 400, 1100. According to this embodiment, thereaction assembly 690 may further include a lateral support bracket 650configured for placement in a concrete footing or foundation 604 andconfigured for receiving a second end of each of the four reactionframes 660.

It will be understood that the rail system 1300 disclosed herein mayused over virtually any suitable terrain topography for transportingpayloads. The types of payload carried on rail system 1300 are alsovirtually unlimited, for example and not by way of limitation, people,equipment, goods, ore, etc. The flexibility of rail system 1300 may alsobe visualized by describing or illustrating, in map view, a path orpaths traversed along the centroid 440 (FIGS. 4A-B and 4D) of the track400, 1100.

Referring to FIGS. 16A-C, exemplary paths which may be traversed by railsystem 1300 are shown. More particularly, in FIG. 16A, a path 1602between points A and B is shown. Path 1602 may traverse level ground ormay traverse hills and valleys as the application requires. FIG. 16Billustrates a path, shown generally at arrow 1604, which has a maintrunk line 1606 running between points C and D. Path 1604 also includesspurs 1608 and 1610 branching from the main trunk line 1606 to points Eand F, respectively. FIG. 16C illustrates a circular path 1612 which mayhave any number of stops (not shown) along its circumference. It will beunderstood that rail system 1300 may be configured with any combinationor subset of paths 1602, 1604 and 1612, consistent with the presentinvention.

According to one embodiment of rail system 1300, a track centroid 440traverses a non-linear path. According to another embodiment of railsystem 1300, the path 1602 connects two points (A and B) in apoint-to-point configuration. According to yet another embodiment ofrail system 1300, the path may include a main trunk line 1606 with atleast one spur 1608 and 1610. In still another embodiment of rail system1300, the path 1612 includes at least one loop.

Junctions 1614 in the main trunk line 1606 may be effected in many waysknown to one of skill in the art. For example, the use of aperpendicularly sliding track portion (not shown, but commonly used inamusement park rides) may be used to selectively switch a vehicle onto aspur 1608 and 1610. Such a perpendicularly sliding track portion has twopositions. In the first position a vehicle passes straight through as ifthere were no junction 1614. In the second position obtained by shiftingthe perpendicularly sliding track portion at 90° (perpendicular) to thedirection of vehicle travel along the track, a curved portion of trackwithin the perpendicularly sliding track portion directs a vehicle tothe spur 1608 or 1610.

The elevated rail system 600 of the present invention utilizes simplecomponents, that are easily assembled and is economical to produce. Thesimplicity of the system reduces the track design process substantially.The elevated rail system 600 of the present invention is preferable toprior art approaches for dealing with the problems associated withthermal expansion in a long track system.

The embodiment of rail segments 402 formed from folding rectangular mainpanel 200 and attaching elongated rectangular base panel 300 disclosedherein is only one method of forming a structural member having atriangular cross-section or triangular prism shape. Other embodimentsutilizing one or two components selectively processed or assembled arealso disclosed herein.

Referring to FIGS. 17A-C another embodiment of a triangular prism-shapedrail segment 1716 formed from a bottom plate 1702 and a top rib 1704 isillustrated, according to the present invention. More particularly, FIG.17C illustrates a top view of an unfolded bottom plate 1702 having abottom portion 1706 between two fold lines 1708. Bottom plate 1702 mayinclude two leafs 1710 configured to be folded up and toward bottomportion 1706, each at an angle of 60° relative to the bottom portion1706. The unfolded bottom plate 1702 may be formed from a section ofgalvanized steel or other material in any suitable width, 42″ shown. Thegalvanized steel or other material may be of any suitable gauge, forexample and not by way of limitation, 11 gauge steel. The bottom plate1702 may include optional cut-outs 1714 to allow water and wind to passthrough rail segments 1716 (FIG. 17A). Each rail segment 1716 may bejoined at a joint 1718, using coupling bars 500 (FIGS. 4A-D) or othermeans of securing as known to those skilled in the art. Each leaf 1710may be formed of a plurality of teeth 1712.

FIG. 17B is a top view of sheet stock 1720 which may be used to cutthree unfolded top ribs 1704. Sheet stock 1720 may have any suitablewidth, e.g., 52″ shown. Each top rib 1704 includes a fold line 1708 anda plurality of regularly spaced teeth 1712. Each unfolded top rib 1704is configured to be folded along fold line 1708 such that opposing teeth1712 are at an angle of 60° relative to one another.

FIG. 17A illustrates a side view of portions of two triangularprism-shaped rail segments 1716 assembled end-to-end at joint 1718 as atrack 1700. Each triangular prism-shaped rail segment 1716 may be formedfrom a folded bottom plate 1702 mated with a top rib 1704. The mating ofbottom plate 1702 to top rib 1704 may be achieved by overlappingcorresponding teeth 1712 and welding or fastening with nuts and bolts(not shown) as known to those skilled in the art. A rack 1150 may beattached to the assembled triangular prism-shaped rail segment 1716 asshown in FIG. 17A. In this way, triangular prism-shaped rail segments1716, each having an equilateral triangle cross-section, may be formed.It will be understood that each side of the equilateral triangle mayhave any suitable dimension, e.g., approximately 20″ in the illustratedembodiment. Track 1700 may be supported above ground with verticalsupports 700 and reaction assemblies 690 as disclosed herein.

Referring now to FIGS. 18A-B, yet another embodiment of a triangularprism-shaped rail segment 1806 formed of a single sheet stock 1802 isshown, according to the present invention. More specifically, FIG. 18Billustrates a top view of a sheet stock 1802 with three panels 1804separated by two fold lines 1808. Sheet stock 1802 may be formed of anysuitable material, for example and not by way of limitation, galvanizedsteel. It will be understood that sheet stock 1802 may be formed withany suitable thickness of material, for example 10 gauge steel as shownin FIG. 18B. It will also be understood that the dimensions of sheetstock 1802 may be arbitrarily selected depending on the particularapplication. For example and not by way of limitation, sheet stock 1802may have a width of approximately 48″ and a length of approximately 120″as shown in FIG. 18B. Folding sheet stock 1802 along fold lines 1808, sothat the outside panels 1804 are folded in toward the center panel 1804,a triangular prism-shaped rail segment 1806 may be formed. FIG. 18A is aside view of two triangular prism-shaped rail segments 1806 assembledend-to-end at joint 1818 to form a portion of a track 1800. Track 1800may be supported above ground with vertical supports 700 and reactionassemblies 690 as disclosed herein.

The equilateral triangle cross-section of rail segments 402 (FIG. 4A) isa presently preferred configuration of the structural members 250 (FIGS.2B-D) disclosed herein. However, it will be understood that similarhollow structural members may also used for various applications (e.g.,rail systems, towers and the like) consistent with the inventiveconcepts of the present invention. FIGS. 19A-F illustrate variousalternative embodiments of structural member cross-sections which may beemployed for rail systems, towers and the like, consistent with theprinciples of the present invention. Such structural members may be usedto form tracks with racks and support structures for use in a railedtransportation system in a manner analogous to track 400 (FIGS. 4A-D)and rail systems 600 and 1300 disclosed herein.

More particularly, FIG. 19A illustrates a cross-section view of agenerally equilateral triangular cross-sectioned structural member 1900which may be formed from flat sheet stock (not shown) folded to formside panels 1902 with lips 1904 for engaging an adjacent side panel1902. Internal angles may all be approximately 60° as shown to form across-section that is approximately an equilateral triangle. Otherembodiments having side panels 1902 may employ other internal anglessuch that the cross-section forms an isosceles triangle, consistent withthe present invention.

For example, FIG. 19B illustrates a cross-section view of a generallyisosceles triangular cross-sectioned structural member 1910. Thestructural member 1910 may include a triangular prism-shaped structuralmember 1912 having lips 1914 that are at approximately 75° relative tosides 1916. The triangular prism-shaped structural member 1912 furtherincludes a top vertex having an internal angle of approximately 30°relative to sides 1916. The structural member 1910 may further include arectangular base panel 1918, similar to rectangular base panel 300 (FIG.3A), attached to the lips 1914. Attachment of the rectangular base panel1918 to the lips 1914 of the triangular prism-shaped structural member1912 may be achieved with nuts and bolts (not shown), clampingmechanisms (not shown), welding (not shown), or any other suitable meansfor attachment consistent with the principles of the present invention.It will be understood that the particular internal angles shown in FIG.19B are merely exemplary and other suitable internal angles may be usedconsistent with the present invention.

FIG. 19C illustrates a cross-section view of another embodiment of anisosceles triangular cross-sectioned structural member 1920. Structuralmember 1920 includes a top section 1922 having an inverted “V”cross-section having internal angle, β. Structural member 1920 furtherincludes a bottom section 1924 having lips 1926 angled up to engage topsection 1922. Lips 1926 may be configured with any suitable internalangle, ⊖, such that 2⊖+β=180°. Attachment of the lips 1926 to the topsection 1922 may be achieved with nuts and bolts (not shown), clampingmechanisms (not shown), welding (not shown), or any other suitable meansfor attachment consistent with the principles of the present invention.It will be readily understood that according to an embodiment where ⊖=β,structural member 1920 will have an equilateral triangularcross-section.

FIG. 19D illustrates a cross-section view of yet another embodiment of ahexagonal cross-sectioned structural member 1930 formed of three panels1932. Each panel 1932 may be formed from flat sheet stock with suitablebending to form lips 1934, short sides 1936 and long sides 1938.According to structural member 1930, lips 1934 are configured to beattached to a long side 1938 of an adjacent panel 1932. It will beunderstood that attachment of lips 1934 to long sides 1938 may beachieved with nuts and bolts (not shown), clamping mechanisms (notshown), welding (not shown), or any other suitable means for attachmentconsistent with the principles of the present invention. In analternative embodiment of structural member 1930, panels 1932 do notinclude lips 1934. In this alternative embodiment, the distal ends ofeach short side 1936 (which would have included lip 1934) attached to adistal end of a long side 1938 in an adjacent panel 1932, for example bywelding. As can be seen in FIG. 19D, such a hexagonal cross-sectionedstructural member 1930 may fit within a triangular cross-section 1908(shown in dotted line).

FIG. 19E illustrates a cross-section view of still another embodiment ofa triangular cross-sectioned structural member 1940 consistent with theprinciples of the present invention. Structural member 1940 may includethree triangular webs 1942 having a triangular prism-shaped crosssection located at each vertex formed by the joining of three sidepanels 1944. It will be understood that the three side panels 1944 maybe formed from a single sheet stock 1802 (FIG. 18B) bent appropriatelyat fold lines 1808 (FIG. 18B) according to one embodiment and asdescribed herein. Alternatively, each panel 1944 may be a separate panel1944 to be joined to the webs 1942 using nuts and bolts (not shown),clamping mechanisms (not shown), welding (not shown), or any othersuitable means for attachment consistent with the principles of thepresent invention. The cross-section of structural member may beequilateral (shown) or isosceles, according to various embodiments ofthe present invention.

FIG. 19F illustrates a cross-section view of still another embodiment ofa triangular cross-sectioned structural member 1950 consistent with theprinciples of the present invention. According to one embodiment,structural member 1950 may be formed by joining four smaller triangularprism-shaped structural members 1952 together as shown in FIG. 19F.According to another embodiment, structural member 1950 may be formed byplacing a center smaller triangular prism-shaped structural member 1952Awithin a larger outside triangular prism-shaped structural member 1954and attaching as shown in FIG. 19F. It should also be noted that thegenerally triangular prism-shaped structural members disclosed hereinmay also be formed with sides each having a different gauge or thicknessof material used to form each panel according to other embodiments ofthe present invention. Such variations in thickness of specific panelsmay be used to further customize strength and weight aspects of portionsor all of a track in a given application.

Another general embodiment of a rail system is disclosed. The railsystem may include a track 400 and 1100 formed of a plurality ofelongated hollow structural members joined end-to-end. The elongatedhollow structural members may have cross-sections such as structuralmembers 402, 1900, 1910, 1920, 1930, 1940 and 1950 shown herein. Therail system may further include a plurality of vertical supports 700 forelevating the track 400 and 1100 above concrete foundations 604 formedin ground 602. The rail system may further include at least one reactionassembly 690 placed between adjacent vertical supports 700, the track400 and 1100 and the concrete foundations 604 having pivot points 606near the track 400 and 1100 and having pivot points 806 near theconcrete foundations 604, the reaction assembly 690 allowing for localcontainment of stresses due to thermal expansion of the track. Theoutline of a cross-section of the elongated hollow structural member402, 1900, 1910, 1920, 1930, 1940 and 1950 may be an equilateraltriangle, an isosceles triangle or a hexagon.

While the foregoing advantages of the present invention are manifestedin the detailed description and illustrated embodiments of theinvention, a variety of changes can be made to the configuration, designand construction of the invention to achieve those advantages. Forexample, it will be understood that one of ordinary skill in the artwill readily recognize that various combinations and extensions of theillustrated structural member cross-sections shown in FIGS. 4A-D and19A-F may be achieved consistent with the principles of the presentinvention. All of those variations and alternative embodiments areconsidered to be within the scope of the present invention. Hence,reference herein to specific details of the structure and function ofthe present invention is by way of example only and not by way oflimitation.

What is claimed is:
 1. A method of forming an elevated rail segment,comprising: forming a rectangular main panel having two long edges andtwo short edges and a first fold line bisecting the main panel along alengthwise centerline between and parallel to the two long edges, themain panel further including second and third fold lines each disposedparallel to and a predetermined distance from each of the two longedges; bending the main panel generally along the first fold line toform an inside angle of about 60° to form a V-shaped cross-section;bending the main panel generally along the second fold line to form afirst lip having an inside angle of about 60°, the first lip extendingtoward the third fold line and partially enclosing space inside theV-shaped cross-section; bending the main panel generally along the thirdfold line to form a second lip having an inside angle of about 60°, thesecond lip extending from the third fold line toward and generallyparallel to the first lip and further partially enclosing the spaceinside the V-shaped cross-section; forming an elongated rectangular basepanel; and connecting the elongated rectangular base panel to the firstand second lips of the rectangular main panel to form a closed hollowtriangular prism-shaped structural member.
 2. The method according toclaim 1, wherein forming the rectangular main panel further comprisesforming cut-outs in the rectangular main panel between the fold lines.3. The method according to claim 1, wherein forming the rectangular mainpanel further comprises forming mounting holes in the rectangular mainpanel.
 4. The method according to claim 3, wherein the mounting holesare formed in rows parallel to the fold lines.
 5. The method accordingto claim 1, wherein forming the elongated rectangular base panel furthercomprises forming cut-outs in the elongated rectangular base panel. 6.The method according to claim 1, wherein forming the elongatedrectangular base panel further comprises forming mounting holes in theelongated rectangular base panel.
 7. The method according to claim 1,wherein connecting the elongated rectangular base panel to the first andsecond lips of the rectangular main panel comprises bolting the panelstogether.
 8. The method according to claim 1, wherein connecting theelongated rectangular base panel to the first and second lips of therectangular main panel comprises welding the panels together.
 9. A railsystem formed by joining end-to-end a plurality of the hollow triangularprism-shaped structural members formed according to the method ofclaim
 1. 10. A radio tower formed by joining end-to-end a plurality ofthe hollow triangular prism-shaped structural members formed accordingto the method of claim
 1. 11. A hollow triangular prism-shapedstructural member formed according to the method of claim 1.